CN113606265A - Clutch control system of hybrid power transmission - Google Patents
Clutch control system of hybrid power transmission Download PDFInfo
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- CN113606265A CN113606265A CN202110934112.4A CN202110934112A CN113606265A CN 113606265 A CN113606265 A CN 113606265A CN 202110934112 A CN202110934112 A CN 202110934112A CN 113606265 A CN113606265 A CN 113606265A
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- clutch
- oil
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- pipeline
- valve
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D48/0206—Control by fluid pressure in a system with a plurality of fluid-actuated clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B1/00—Installations or systems with accumulators; Supply reservoir or sump assemblies
- F15B1/02—Installations or systems with accumulators
- F15B1/024—Installations or systems with accumulators used as a supplementary power source, e.g. to store energy in idle periods to balance pump load
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
- F15B11/16—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors
- F15B11/17—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors using two or more pumps
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B13/00—Details of servomotor systems ; Valves for servomotor systems
- F15B13/02—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
- F15B13/06—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors for use with two or more servomotors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B20/00—Safety arrangements for fluid actuator systems; Applications of safety devices in fluid actuator systems; Emergency measures for fluid actuator systems
- F15B20/007—Overload
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
- F15B21/04—Special measures taken in connection with the properties of the fluid
- F15B21/041—Removal or measurement of solid or liquid contamination, e.g. filtering
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
- F15B2211/205—Systems with pumps
- F15B2211/20576—Systems with pumps with multiple pumps
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
- F15B2211/21—Systems with pressure sources other than pumps, e.g. with a pyrotechnical charge
- F15B2211/212—Systems with pressure sources other than pumps, e.g. with a pyrotechnical charge the pressure sources being accumulators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/60—Circuit components or control therefor
- F15B2211/615—Filtering means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/70—Output members, e.g. hydraulic motors or cylinders or control therefor
- F15B2211/78—Control of multiple output members
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/80—Other types of control related to particular problems or conditions
- F15B2211/86—Control during or prevention of abnormal conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D2048/0203—Control by fluid pressure with an accumulator; Details thereof
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D2048/0221—Valves for clutch control systems; Details thereof
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D2048/0257—Hydraulic circuit layouts, i.e. details of hydraulic circuit elements or the arrangement thereof
Abstract
The invention provides a clutch control system of a hybrid power transmission, which comprises a first main control oil way and a second main control oil way, wherein one end of the first main control oil way is communicated with an oil pan, the other end of the first main control oil way is connected with one end of a reversing valve, and the other end of the reversing valve is provided with a first control branch circuit for controlling a first clutch and a second control branch circuit for controlling a second clutch in parallel; one end of the second main control oil way is communicated with the oil pan, and the other end of the second main control oil way is connected with a third clutch positioned between the engine and the motor; the reversing valve is provided with a first position enabling the first control branch to be communicated with the first main control oil way, a second position enabling the second control branch to be communicated with the first main control oil way, and a third position enabling the first control branch and the second control branch not to be communicated with the first main control oil way; the second main control oil passage is used for controlling the third clutch. The invention can quickly build oil pressure in each clutch, and is beneficial to quick response of the system.
Description
Technical Field
The invention belongs to the technical field of hybrid electric vehicles, and particularly relates to a clutch control system of a hybrid power transmission.
Background
With the increasingly strict fuel consumption standards and the trend toward vehicle electrification, a cost-effective P2 hybrid system is becoming more and more popular. The P2 motor is placed at the input of the gearbox, between the engine and the gearbox. At present, most of P2 hybrid power systems are improved and designed on the basis of the original double-clutch transmission. A typical P2 hybrid transmission typically has 3 clutches, two clutches in the original dual clutch transmission and a clutch located between the engine and the P2 electric machine. In the prior art, a main control oil path is usually used for controlling the connection or disconnection of the three clutches, which is not beneficial to the rapid establishment of the pressure of each clutch and the rapid response of the system.
Disclosure of Invention
The present invention is directed to a clutch control system for a hybrid transmission to solve the above problems of the prior art.
In order to achieve the purpose, the invention provides the following technical scheme:
a clutch control system of a hybrid power transmission comprises a first main control oil path and a second main control oil path, wherein one end of the first main control oil path is communicated with an oil pan, the other end of the first main control oil path is connected with a reversing valve, the other end of the reversing valve is provided with a first control branch and a second control branch in parallel, the first control branch is connected with a first clutch in a double-clutch transmission, and the second control branch is connected with a second clutch in the double-clutch transmission; one end of the second main control oil path is communicated with the oil pan, and a third clutch between the engine and the motor is connected with the other end of the second main control oil path; the reversing valve is provided with a first position enabling the first control branch to be communicated with the first main control oil way, a second position enabling the second control branch to be communicated with the first main control oil way, and a third position enabling the first control branch and the second control branch not to be communicated with the first main control oil way; the first control branch is used for controlling connection or disconnection of the first clutch, the second control branch is used for controlling connection or disconnection of the second clutch, and the second main control oil path is used for controlling connection or disconnection of the third clutch.
Preferably, the first main control oil path comprises a first main pipeline for connecting an oil outlet of the oil pan and an oil inlet of the reversing valve, and a first motor pump assembly for sucking out oil in the oil pan, and the first motor pump assembly is arranged on the first main pipeline.
Preferably, the first control branch comprises a first branch pipeline arranged between the first clutch and the reversing valve, a first proportional solenoid valve arranged on the first branch pipeline, a first one-way valve arranged on the first branch pipeline and close to one end of the reversing valve, a first high-pressure accumulator, a first main oil pressure sensor and a first pressure relief pipeline communicated with the oil pan, wherein the first high-pressure accumulator, the first main oil pressure sensor and the first pressure relief pipeline are respectively connected with the first branch pipeline arranged between the first proportional solenoid valve and the first one-way valve, and a first pressure relief valve is arranged on the first pressure relief pipeline.
Preferably, the first control branch further comprises a first clutch pressure sensor and a first bypass pressure relief pipeline, and the first clutch pressure sensor is connected with the first branch pipeline between the first clutch and the first proportional solenoid valve; the first bypass pressure relief pipeline is provided with a first switch valve, one end of the first bypass pressure relief pipeline is connected with a first branch pipeline between the first clutch and the first proportional solenoid valve, and the other end of the first bypass pressure relief pipeline is connected with the oil pan.
Preferably, the second control branch comprises a second branch pipeline arranged between the second clutch and the reversing valve, a second proportional solenoid valve arranged on the second branch pipeline, a second one-way valve arranged on the second branch pipeline and close to one end of the reversing valve, a second high-pressure accumulator, a second main oil pressure sensor and a second pressure relief pipeline communicated with the oil pan, wherein the second high-pressure accumulator, the second main oil pressure sensor and the second pressure relief pipeline are respectively connected with the second branch pipeline arranged between the second proportional solenoid valve and the second one-way valve, and a second pressure relief valve is arranged on the second pressure relief pipeline.
Preferably, the second control branch further comprises a second clutch pressure sensor, a second bypass pressure relief pipeline, and a second switch valve arranged on the second bypass pressure relief pipeline, and the second clutch pressure sensor is connected to the second branch pipeline between the second clutch and the second proportional solenoid valve; one end of the second bypass pressure relief pipeline is connected with the second branch pipeline between the second clutch and the second proportional solenoid valve, and the other end of the second bypass pressure relief pipeline is connected with the oil pan.
Preferably, the second main control oil path includes a second main line for connecting an oil outlet of the oil pan and an oil inlet of the third clutch, a second motor pump assembly for sucking oil in the oil pan, a third proportional solenoid valve, and a third clutch pressure sensor, the second motor pump assembly is disposed on the second main line, and the third proportional solenoid valve is disposed on the second main line between the second motor pump assembly and the third clutch; the third clutch pressure sensor is disposed on the second main line between the third clutch and the third proportional solenoid valve.
Preferably, the second main control oil path further includes an overflow pipeline, one end of the overflow pipeline is connected to the second main pipeline located between the third proportional solenoid valve and the second motor pump assembly, the other end of the overflow pipeline is connected to the oil pan, and an overflow valve is disposed on the overflow pipeline.
Preferably, the oil outlet of the oil pan is provided with an oil inlet filter; and a first oil outlet filter is arranged at an oil outlet of the first motor pump assembly, and a second oil outlet filter is arranged at an oil outlet of the second motor pump assembly.
Preferably, the reversing valve is a three-position four-way solenoid valve.
The invention has the beneficial effects that:
according to the clutch control system of the hybrid power transmission, the third clutch between the engine and the transmission is controlled through the independent control oil path, so that the problem that three clutches are controlled through one control oil path in the prior art is well solved, the rapid establishment of oil pressure in each clutch is facilitated, and the rapid response of the system is facilitated.
Drawings
In order to more clearly describe the embodiments of the present application or the technical solutions in the prior art, the drawings required in the embodiments will be briefly described below, and the embodiments of the present invention will be further described in detail with reference to the drawings, wherein
FIG. 1 is a schematic diagram of a hybrid transmission clutch control system according to an embodiment of the present invention.
In the drawings, the reference numbers:
1. oil pan 2, oil feed filter 3, first motor pump assembly 4, first filter of producing oil
5. First motor pump assembly 6, second oil outlet filter 7, reversing valve 8, first check valve
9. First main oil pressure sensor 10, first high-pressure accumulator 11 and first pressure relief valve
12. First proportional solenoid valve 13, first switching valve 14, first clutch pressure sensor
15. First clutch 16, second one-way valve 17, second high pressure accumulator
18. A second main oil pressure sensor 19, a second relief valve 20, and a second proportional solenoid valve
21. Second on-off valve 22, second clutch pressure sensor 23, second clutch
24. Overflow valve 25, third proportional solenoid valve 26, third clutch pressure sensor
27. Third clutch 28, first main line 29, second main line
30. A first branch line 31, a first pressure relief line 32, a second branch line
33. A second pressure relief line 34, an overflow line 35, a first bypass pressure relief line
36. Second bypass pressure relief pipeline
Detailed Description
In order to make those skilled in the art better understand the technical solution of the present invention, the following detailed description will be provided with reference to specific embodiments.
As shown in fig. 1, an embodiment of the present invention provides a clutch control system for a hybrid transmission, including a first main control oil path and a second main control oil path, where one end of the first main control oil path is communicated with an oil pan 1, the other end of the first main control oil path is connected with a reversing valve 7, the other end of the reversing valve 7 is provided with a first control branch and a second control branch in parallel, the first control branch is connected with a first clutch 15 in a dual-clutch transmission, and the second control branch is connected with a second clutch 23 in the dual-clutch transmission; one end of the second main control oil path is communicated with the oil pan, and a third clutch 27 between the engine and the motor is connected with the other end of the second main control oil path; the reversing valve 7 is provided with a first position enabling the first control branch to be communicated with the first main control oil way, a second position enabling the second control branch to be communicated with the first main control oil way, and a third position enabling the first control branch and the second control branch not to be communicated with the first main control oil way; the first control branch is used for controlling connection or disconnection of the first clutch 15, the second control branch is used for controlling connection or disconnection of the second clutch 23, and the second main control oil path is used for controlling connection or disconnection of the third clutch 27.
According to the clutch control system of the hybrid transmission provided by the embodiment of the invention, the third clutch 27 between the engine and the transmission is controlled through the independent control oil path, so that the problem that three clutches are controlled through one control oil path in the prior art is solved, the rapid establishment of oil pressure in each clutch is facilitated, and the rapid response of the system is facilitated.
Further, first main control oil circuit is including being used for connecting the oil-out of oil pan 1 with the first main line 28 of the oil inlet of switching-over valve, be used for with the first motor pump assembly 3 of fluid suction in the oil pan, first motor pump assembly sets up on the first main line 28 to adopt motor pump assembly to control oil mass in the first main line, compare with traditional mechanical pump, change control, efficiency is higher.
Specifically, the first control branch comprises a first branch pipeline 30 arranged between the first clutch and the reversing valve 7, a first proportional solenoid valve 12 arranged on the first branch pipeline 30, a first one-way valve 8 arranged on the first branch pipeline and close to one end of the reversing valve, a first high-pressure accumulator 10, a first main oil pressure sensor 9, and a first pressure relief pipeline 31 communicated with the oil pan, wherein the first high-pressure accumulator, the first main oil pressure sensor and the first pressure relief pipeline are respectively connected with the first branch pipeline 30 arranged between the first proportional solenoid valve 12 and the first one-way valve, and a first pressure relief valve 11 is arranged on the first pressure relief pipeline 31. By adopting the scheme, the first check valve 8 is utilized to prevent the oil in the first branch pipeline from flowing reversely, and meanwhile, the pressure maintaining of the first branch pipeline is facilitated; when oil is filled into the first clutch, the first high-pressure energy accumulator stores energy through volume change, and the first high-pressure energy accumulator can provide pressure oil for the first branch pipeline during pressure maintaining; the first main oil pressure sensor is used for detecting the oil pressure in the first branch pipeline; the first proportional solenoid valve is used for controlling the pressure of the first clutch, when the first clutch is electrified, oil is filled into the first clutch through the first proportional solenoid valve, and when the first clutch is not electrified, the oil in the first clutch flows back to the oil pan through an oil drainage port of the first proportional solenoid valve; when the oil pressure in the first branch pipeline is larger than a set value, the first pressure release valve is automatically opened through the controller so as to protect the pressure of the system from exceeding a limit value.
Further, the first control branch further includes a first clutch pressure sensor 14 and a first bypass relief pipe 35, and the first clutch pressure sensor is connected to the first branch pipe between the first clutch and the first proportional solenoid valve; a first switch valve 13 is arranged on the first bypass pressure relief pipeline 35, one end of the first bypass pressure relief pipeline 35 is connected with a first branch pipeline between the first clutch and the first proportional electromagnetic valve 12, and the other end of the first bypass pressure relief pipeline is connected with the oil pan 1. By adopting the scheme, the oil inlet pressure of the first clutch is detected through the first clutch pressure sensor; when the power is off, the first switch valve is closed, and when the power is on, an oil inlet of the first switch valve is communicated with the oil drainage port, so that oil flows back to the oil pan through the first bypass pressure relief pipeline to relieve the pressure of the first clutch; the first switch valve has a standby function, namely when the first proportional solenoid valve fails and cannot return, the first clutch can still be decompressed by communicating the oil inlet and the oil drain port of the first switch valve.
Specifically, the second control branch includes a second branch pipeline 32 arranged between the second clutch and the reversing valve 7, a second proportional solenoid valve 20 arranged on the second branch pipeline 32, a second one-way valve 16 arranged on the second branch pipeline and close to one end of the reversing valve, a second high-pressure accumulator 17, a second main oil pressure sensor 18, and a second pressure relief pipeline 33 communicated with the oil pan, wherein the second high-pressure accumulator, the second main oil pressure sensor, and the second pressure relief pipeline 33 are respectively connected with the second branch pipeline arranged between the second proportional solenoid valve and the second one-way valve, and a second pressure relief valve 19 is arranged on the second pressure relief pipeline. By adopting the scheme, the second check valve 16 is utilized to prevent the oil liquid in the second branch pipeline from flowing reversely, and meanwhile, the pressure maintaining of the second branch pipeline is facilitated; when oil is filled into the second clutch, the second high-pressure energy accumulator stores energy through volume change, and the second high-pressure energy accumulator can provide pressure oil for the second branch pipeline during pressure maintaining; the second main oil pressure sensor is used for detecting the oil pressure in the second branch pipeline; the second proportional solenoid valve is used for controlling the pressure of the second clutch, when the second clutch is electrified, oil is filled into the second clutch through the second proportional solenoid valve, and when the second clutch is not electrified, the oil in the second clutch flows back to the oil pan through an oil drainage port of the second proportional solenoid valve; when the oil pressure in the second branch pipeline is larger than a set value, the second pressure release valve is automatically opened through the controller so as to protect the pressure of the system from exceeding the limit value.
Further, the second control branch further includes a second clutch pressure sensor 22, a second bypass pressure relief pipeline 36, and a second switch valve 21 disposed on the second bypass pressure relief pipeline 36, where the second clutch pressure sensor is connected to the second branch pipeline between the second clutch and the second proportional solenoid valve; one end of the second bypass pressure relief pipeline is connected with the second branch pipeline between the second clutch and the second proportional solenoid valve, and the other end of the second bypass pressure relief pipeline is connected with the oil pan. By adopting the scheme, the oil inlet pressure of the second clutch is detected through the second clutch pressure sensor; when the power is off, the second switch valve is closed, and when the power is on, an oil inlet of the second switch valve is communicated with the oil drainage port, so that oil flows back to the oil pan through a second bypass pressure relief pipeline to relieve the pressure of the second clutch; the second switch valve plays a standby function, namely when the second proportional solenoid valve fails and can not return, the second clutch can still be decompressed by communicating the oil inlet and the oil drain port of the second switch valve.
Specifically, the second main control oil path includes a second main line 29 for connecting an oil outlet of the oil pan and an oil inlet of the third clutch, a second motor pump assembly 5 for sucking oil in the oil pan 1, a third proportional solenoid valve 25, and a third clutch pressure sensor 26, the second motor pump assembly is disposed on the second main line, and the third proportional solenoid valve is disposed on the second main line between the second motor pump assembly and the third clutch; the third clutch pressure sensor is disposed on the second main line between the third clutch and the third proportional solenoid valve. By adopting the scheme, the oil inlet pressure of the third clutch is detected by the third clutch pressure sensor; the third proportional solenoid valve is used for controlling the pressure of the third clutch, when the third clutch is electrified, oil is filled into the third clutch through the third proportional solenoid valve, and when the third clutch is not electrified, the oil in the third clutch flows back to the oil pan through an oil drainage port of the third proportional solenoid valve; when the oil pressure in the second branch pipeline is larger than a set value, the second pressure release valve is automatically opened through the controller so as to protect the pressure of the system from exceeding the limit value.
Further, the second main control oil path further includes an overflow pipeline 34, one end of the overflow pipeline 34 is connected to the second main pipeline between the third proportional solenoid valve 25 and the second motor pump assembly, the other end of the overflow pipeline 34 is connected to the oil pan, and an overflow valve 24 is disposed on the overflow pipeline 34, so that when oil in the second main pipeline is greater than a set value, the overflow valve 24 is opened, and the oil will flow back to the oil pan from the overflow pipeline, so as to ensure that the pressure of the system does not exceed a limit value.
In order to enable oil to be relatively clean and avoid blockage of each component, an oil inlet filter 2 is arranged at an oil outlet of the oil pan; and a first oil outlet filter 4 is arranged at an oil outlet of the first motor pump assembly, and a second oil outlet filter 6 is arranged at an oil outlet of the second motor pump assembly. It can be understood that each electromagnetic valve, the switch valve and the sensor can be respectively and electrically connected with the controller, and the automatic control of each valve is realized through the controller.
Specifically, the reversing valve 7 is a three-position four-way solenoid valve. It will be appreciated that when the reversing valve is in the first position, the first main conduit communicates with the first branch conduit; when the reversing valve is at the second position, the first main pipeline is communicated with the second branch pipeline.
According to the clutch control system of the hybrid power transmission provided by the embodiment of the invention, when the clutch control system is started for the first time, the first motor pump assembly is started, the reversing valve is electrified, and oil pressure is respectively established for the first branch pipeline and the second branch pipeline in sequence; when the oil pressure in the first branch pipeline or the second branch pipeline is lower than the set minimum pressure, starting the first motor pump assembly to electrify the reversing valve and charge the first branch pipeline or the second branch pipeline until the oil pressure in the first branch pipeline or the second branch pipeline reaches the set range of the pressure; and when the oil pressure exceeds the set maximum pressure, the second motor pump assembly is powered off, and the reversing valve is powered off and returns to the third position. The high-pressure energy accumulator is used for storing energy, so that the working time of the first motor pump assembly is reduced, and meanwhile, the first motor pump assembly can work in a high-efficiency interval for a long time, so that the energy consumption of the system is greatly reduced.
The above are only preferred embodiments of the present invention, it should be noted that these examples are only for illustrating the present invention and not for limiting the scope of the present invention, and after reading the content of the present invention, those skilled in the art can make various changes or modifications to the present invention, and these equivalents also fall within the scope of the claims appended to the present application.
Claims (10)
1. A clutch control system of a hybrid power transmission is characterized by comprising a first main control oil way and a second main control oil way, wherein one end of the first main control oil way is communicated with an oil pan, the other end of the first main control oil way is connected with a reversing valve, the other end of the reversing valve is provided with a first control branch and a second control branch in parallel, the first control branch is connected with a first clutch in a double-clutch transmission, and the second control branch is connected with a second clutch in the double-clutch transmission; one end of the second main control oil path is communicated with the oil pan, and a third clutch between the engine and the motor is connected with the other end of the second main control oil path; the reversing valve is provided with a first position enabling the first control branch to be communicated with the first main control oil way, a second position enabling the second control branch to be communicated with the first main control oil way, and a third position enabling the first control branch and the second control branch not to be communicated with the first main control oil way; the first control branch is used for controlling connection or disconnection of the first clutch, the second control branch is used for controlling connection or disconnection of the second clutch, and the second main control oil path is used for controlling connection or disconnection of the third clutch.
2. The hybrid transmission clutch control system of claim 1, wherein the first main control oil path includes a first main line for connecting an oil outlet of the oil pan and an oil inlet of the reversing valve, and a first motor pump assembly for sucking out oil in the oil pan, the first motor pump assembly being disposed on the first main line.
3. The hybrid transmission clutch control system according to claim 1, wherein the first control branch comprises a first branch pipeline disposed between the first clutch and the reversing valve, a first proportional solenoid valve disposed on the first branch pipeline, a first check valve disposed on the first branch pipeline near one end of the reversing valve, a first high-pressure accumulator, a first main oil pressure sensor, and a first pressure relief pipeline communicated with the oil pan, the first high-pressure accumulator, the first main oil pressure sensor, and the first pressure relief pipeline are respectively connected to the first branch pipeline between the first proportional solenoid valve and the first check valve, and a first pressure relief valve is disposed on the first pressure relief pipeline.
4. The hybrid transmission clutch control system of claim 3, wherein the first control branch further comprises a first clutch pressure sensor, a first bypass pressure relief line, the first clutch pressure sensor connected to the first branch line between the first clutch and the first proportional solenoid valve; the first bypass pressure relief pipeline is provided with a first switch valve, one end of the first bypass pressure relief pipeline is connected with a first branch pipeline between the first clutch and the first proportional solenoid valve, and the other end of the first bypass pressure relief pipeline is connected with the oil pan.
5. The hybrid transmission clutch control system according to claim 1, wherein the second control branch comprises a second branch pipeline disposed between the second clutch and the reversing valve, a second proportional solenoid valve disposed on the second branch pipeline, a second check valve disposed on the second branch pipeline near one end of the reversing valve, a second high-pressure accumulator, a second main oil pressure sensor, and a second pressure relief pipeline communicated with the oil pan, the second high-pressure accumulator, the second main oil pressure sensor, and the second pressure relief pipeline are respectively connected to the second branch pipeline disposed between the second proportional solenoid valve and the second check valve, and a second pressure relief valve is disposed on the second pressure relief pipeline.
6. The hybrid transmission clutch control system of claim 5, wherein the second control branch further comprises a second clutch pressure sensor, a second bypass pressure relief line, and a second on-off valve disposed on the second bypass pressure relief line, the second clutch pressure sensor being connected to the second branch line between the second clutch and the second proportional solenoid valve; one end of the second bypass pressure relief pipeline is connected with the second branch pipeline between the second clutch and the second proportional solenoid valve, and the other end of the second bypass pressure relief pipeline is connected with the oil pan.
7. The hybrid transmission clutch control system according to claim 2, wherein the second main control oil path includes a second main line for connecting an oil outlet of the oil pan and an oil inlet of the third clutch, a second motor pump assembly for sucking out oil in the oil pan, a third proportional solenoid valve, and a third clutch pressure sensor, the second motor pump assembly is disposed on the second main line, and the third proportional solenoid valve is disposed on the second main line between the second motor pump assembly and the third clutch; the third clutch pressure sensor is disposed on the second main line between the third clutch and the third proportional solenoid valve.
8. The hybrid transmission clutch control system according to claim 7, wherein the second main control oil path further includes an overflow line, one end of the overflow line is connected to the second main line between the third proportional solenoid valve and the second motor pump assembly, the other end of the overflow line is connected to the oil pan, and an overflow valve is disposed on the overflow line.
9. The hybrid transmission clutch control system of claim 7, wherein the oil outlet of the oil pan is provided with an oil inlet filter; and a first oil outlet filter is arranged at an oil outlet of the first motor pump assembly, and a second oil outlet filter is arranged at an oil outlet of the second motor pump assembly.
10. The hybrid transmission clutch control system according to any one of claims 1 to 9, wherein the reversing valve is a three-position, four-way solenoid valve.
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| CN113606265B (en) | 2022-06-21 |
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